Thawing attachment for drip-pipes.



1. E. RAY.

THAWING ATTACHMENT FOR DRIP PIPES.

' APPLICATION FILED MAY5.1911.

Patnted Oct. 22, 1918.

2 SHEETS-SHEET I.

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J. E. RAY.

THAWING ATTACHMENT FOR DRIP PIPES. APPLICATION FILED MAY 5. 1917.

1,282,628., I Patented 0011221918.

2 SHEETS-SHEET 2.

Ill/VENTOR UZzdez EBay A TTOR/VEVS JABEZ E. BAY, OF TOLEDO, OHIO.

THAWING ATTACHMENT FOR DRIP-PIPES.

Leas es.

v Specification of Letters Patent.

Patented @ct. 22, 1918.

Application filed. May 5, 1917. Serial No. 166,509.

To all whom it may concern: I

Be it known that I; J ABEZ E. RAY, a citizen of the United States, and aresident of Toledo, in the county of Lucas and State of Ohio, haveinvented a new and Improved Thawing Attachment for Drip-Pipes, of whichthe following is a full, clear, and exact description.

My invention relates to means for thawing out drip pipes on trains, asfor example, the drip pipes from the steam-heating system and from thewash bowls, etc.

An object of the invention is to provide for applying the heat by asteam pipe extending centrally through the drip pipe and at the sametime to subject the frozen water within the drip pipe to the directaction of the steam outside of the central pipe.

A further object of the invention isto in a way to close the heatingpipe.

The invention will be particularly explained in the'specific descriptionfollowing.

Reference is to be had to the accompanying drawings forming a part ofthis specification infwhich similar refere-ncecharacters indicatecorresponding parts in all the views. Figure 1 isia sectional sideelevation of a drip pipe associated with a steam-heating pipe andshowing my thawing attachment in connection therewith, the drip pipebeing partly in sections as indicated by theline 1-1, Fig. 2; i Fig. 2is a horizontal section on the line 2-2, Fig. 1;

Fig. 3 is a sectionalside elevation showing the application of featuresof my invention to the drip pipe of a bowl or like fitting;

Fig. 1 is a fragmentary sectional side elevation showing my improvedangle valve employed at the juncture of the steam-heating pipe and itsdrip pipe;

Fig. 5 is a detail side elevation of a valve head and stem shown in Fig.4:;

Fig. 6 is a horizontal section on the line 66, Fig. 5.

Referring more particularly to the construction illustrated in Fig. 1,the numeral 10 indicates a portion of a steam pipe such as pertains tothe heating system of a railway car; the numeral 11, the drip pipethereof; and 12, an angle valve employed in connecting the said steampipe and drip pipe and to be hereinafter particularly referred to.

In carrying out my invention I provide the outlet end 13 of the drippipe with a bell mouth 14: which is formed with a spider 16 or the likeconstituting a stay for the thawing pipe 15' which extends for a portionof its length centrally in the drip pipe 11. The pipe 15 takes from themain steam pipe 10 steam required for thawing and leads into the drippipe through a suitable connection as 17 and then extends laterally intothe drip pipe 11 through a union or T-coupling 18. A shut-off valve 19of any approved form is employed in the pipe 15 at the exterior of thedrip pipe 11. It is to be observed that the lower end of the thawingpipe 15 extends through and below the mouth 16 and is then given alateral deflection as at 21, there being an elbow 2O permitting thelateral termin-a1 21 being turned through 180 so as to dispose theoutlet end thereof reversely to the direction of travel of the train. Bythe described. arrangement of the terminal 21, the dripping water fromthe mouth 14: when blown by air currents cannot by any accumulationcause freezing in a manner to close the said terminal end so that theoutlet of the thawing pipe 15 is always maintained free. Also, the bellmouth 14: provides a proper stay for the pipe 15 and at the same timethe openings in the spider 16 will prevent obstruction to the freeescape of the water resulting from the thawing.

In practice, when the drip pipe is frozen at its mouth the opening ofthe valve 19 will cause steam to pass from the main pipe 10,

through the pipe 15, and outward rear wardly at the terminal 21, therebysubjecting the accumulated frozen matter to heat in an efiective mannerat the center thereof.

In order that the accumulated frozen matter may be subjected to themelting action of steam in direct contact therewith jointly with thecentral heating, I provide the valve 12 of a form illustrated in Figs.4- to 6. The stem 22 of the valve 12 is made tubular or hollow at itslower end and the valve proper 23, is separate from said stem and isformed with a sleeve extension or shell 24 fitting the tubular end ofthe stem. A. packing nut 25 may be employed to prevent leakage of steambetween the shell 2% and the stem if desired. The valve 23 with itssleeve 2 1 is held between a shoulder 26 on the stem 22 and lock nuts 27on the valve stem beneath the valve. The nuts 27, however, do not clampthe valve tightly against the shoulder 26 but leave a slight play. Aby-pass opening 28 is formed in the Sleeve 21 and a correspondingopening 29 in the tuhularportion of the stem 22, so that a relativeturning of the stem and sleeve may bring the said openings into or out031' register. A pin 31 projects laterally from the stem through a. slot30 in the sleeve 24: to permit the relative movement of the sleeve andstem through an angle sufficient to take the openin s 28, 29 into or outof register. A torsion spring 32 is-coiled about the sleeve 21, beingsecured at one end to the said sleeve and at the opposite end to the pin31.

With the valve 12 constructed as described, when thawing is to be done,the valve stem 22 is turned sui'liciently to seat the valve 23, thetension of the spring causing the valve ordinarily to turn with. thestem, and the arrangement is such that the spring normally tends tomaintain the holes 28, 29 in register. Thus, a by pass is formed throughthe said holes and the lower end of the valve stem whereby a limitedquantity of steam suilicient for thawing will pass into the drip pipe 12without, however, permitting escape of steam from the pipe 10 to anextent to interfere with the heating system. In fact the provision ofthe lay-pass is desirable in order to permit an outflow of steamsuiliciently to maintain live steam in the pipe 10. Thus, the thawing iseffected jointly by the centrally applied heat of the pipe 15 anddirectly by the action of the steam going into the drip pipe outside of.the pipe 15. If it is desired to completely close the valve 12 includingthe described bypass, this can be done after the valve 23 contacts withits seat, a further movement of the stem 22 being permitted, thefriction between the valve and its seat being suflicient for the stem toplace the spring under tension to the slight extent necessary forbringing the holes 28, 29 out of register. When the valve is againraised from its seat. the spring restores the parts to the originalposition with the holes in register. The steam pressure in line pipe 10will vary from 90 lbs. in the first car to 10 or 15 lbs. in the rearcar'of a 10 or 12 car train, according to the weathervconditions. Theheat units are greatly reduced, while the steam passing through theexposed couplings between ears. The freezing invariably occurs while thecar is in motion, due to falling temperature, reduction of pressure bythe engineer to save steam for motive power and failure of train men toadjust flow of steam according to pressure supply and outsidetemperature. There is no practical way of thawing drip pipes such as arenow in use while the train is en route, except by burning oil waste on ashovel. If the freezing is confined to the mouth or tip, this method iseffective. This, however, requires stoppage and consequent delay of 15to 30 minutes to the train. it the freezing extends upward to or nearthe car floor this method can not be used on accountoi' danger tosetting Car floor on fire and the-car goes through to the terminal ordivision point, as the case may be, and is there thawed by theapplication of live steam from the terminal heating plant, if thefreezing is confined to the exposed parts, otherwise the car is out outof the train and oil stoves or transient radiators are used on interiorof the car. On cars equipped with drip pipes provided with my thawingdevice, the thawing would be done from inside the car without stoppingthe train, immediately upon detecting the closing of the drip. Notice isgiven of such closing by the chilling of the carand relief can be hadinstantly by opening valve 19, valve always being open a portion of theway. Valve 12 is intended toeffect rigid economy in the use of steam forcar heating purposes, by providing, without injury tothe valve seat, asmall but constant flow of steam to keep alive thesteam in the heatingsystem, and also. when the drip "is frozen. to admit only the necessarysteam to force out the frozen mass, loosened by the action of thecentral pipe 15. While the central pipe 15 will quickly open a channelthrough the drip pipe 11, the joint use of valves 19 and 12 will giveimmediate results. The result is accomplished with a much more economicuse of steam than is possible with ordinary angle valves. Also,the formof valve 12 avoids wear on the valve seat, and all likely wear andbreakable parts can be removed and repaired without disturbing the valveproper.

Uusually, a leaky condition in ordinary valves is. permitted to continuefor some time owing to the fact thatthe cost and inconvenience ofreplacing the valves is ofttimes considerable.

In Fig. 3 I have shown the thawing means arranged in connection with thedrip pipe 11 of a bowl or other fitting 10, said pipe having a cut-offvalve 12 and being providedv at the lower end with the described bellmouth 14:. The steam pipe 15 corresponds with the pipe 15 and has thesame terminal 21 and connection 20 as described. The steam supply pipeis indicated at 15 and fitted with a cut-off valve 19 Said pipe entersthe drip pipe 11 through a Teen- 1,282,628 i la:

pling or union 18- and at the junction of the pipes 15, 15, a three-wayfitting 15 is employed receiving at the side thereof the pipe 15 andreceiving at its lower end the pipe 15 the upper end 15 of said fittingopening freely into the interior of the pipe 11. Thus, upon the openingof the valve 19 steam from the pipe 15 will pass into the pipe 15 andalso outward through the end 15 to the interior of the pipe 11 betweenthe same and the pipe 15*. Thus, the heatingaction of the steam in thepipe 15 may be utilized for thawing and also the direct contact of thesteam as in the form shown in Fig. 1. i

I wish to state in conclusion that although the illustrated exampleconstitutes a practical embodiment of my invention, I do not limitmyself strictly to the mechanical details herein illustrated, sincemanifestly the same can be considerably varied without departure fromthe spirit of the invention as defined in the appended claims.

Having thus described my invention, I claim as new, and desire to secureby Letters Patent:

1. In combination with the steam heating pipe of a railway car, and adrip pipe thereon, of valve means to control the escape of steam fromthe steam pipe to said drip pipe, thawing means for the drip pipeincluding a thawing pipe tapping said steam pipe in advance of the drippipe, and its said valve means and extending into and approximatelycentrally in the drip pipe, and meansto control the passage of steamthrough the said thawing pipe. i

2. In combination with a. drip pipe of a railway car, said pipe having adepending bell mouth constituting the discharge end of the drip pipe;thawing means for, said drip pipe including a steam pipe having means toconnect with a steam supply and extending centrally in the drip pipe anda distance be low the lower end thereof, the said bell mouth having aspider adjacent to the lower end thereof through which the steam pipeextends and by which it is braced, there being a clear space between thebell mouth and the'lower end of the steam pipe.

3. In combination with a drip pipe of a railway car; thawing meanstherefor including a steam pipe having means to connect with a steamsupply and extending centrally in the drip pipe a distance below thelower end thereof, the terminal of the steam pipe below the mouth beinglaterally disposed and said laterally disposed portion being adapted tobe turned to position the same opposite to the direction of travel ofthe car.

4:. In combination with the steam heating pipe of a railway car and adrip pipe there on, of valve means to control the escape of steam fromthe steam pipe to said drip pipe, thawing means for the drip pipeincluding a thawing pipe and its said valve means and extending into andapproximately centrally in the drip pipe, and means to control thepassage of steam through the said thawing pipe, said thawing pipeprojectinga substantial distance below the mouth of the drip pipe andthe outlet end of the thawing pipe being carried laterally away from thelower outlet end of the drip pipe a distance to pre vent the closing ofthe thawing pipe outlet by the freezing of sprayed drip water.

5. The combination with a drip pipe of a railway car, said pipe having adepending bell mouth constituting the discharge end of the drip pipe;thawing means for said drip pipe including a steam pipe having means toconnect with a steam supply and extending.

centrally in the drip pipe and a distance below the lower end thereof,there being a drip space between the drip pipe and said steam pipe, andmeans to direct steam to the interior of said drip pipe above said bellmouth, the said bell mouth having a spider adjacent to the lower endthereof through which the steam pipe extends and by which it is braced,there being a clear space between the bell mouth and the lower end ofthe steam pipe for the discharge of drip and the steam discharged intothe said drip space.

J ABEZ E. RAY.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

